Transmission



E. R. CASALE Oct. 27, 1964 TRANSMISSION 2 Sheets-Sheet 1 Filed Oct. 1,1962 hue/1Z0, 1729982 B Casa /6 E. R. CASALE TRANSMISSION Oct. 27, 19642 Sheets-Sheet 2 Filed Oct. 1, 1962 76 m 73 bye/7Z0) 507995.12 Case/eUnited States Patent 3,154,047 TRANSMESSIUN Ernest R. Casale, Whittier,Caiif. (939 Goodrich Blvd, Los Angeies '22, Calif.) Filed Get. 1, 1962,Ser. No. 227,418 6 (Ilaims. Cl. 115-34) This invention relates to atransmission and is more particularly concerned with an improved V-typetransmission for use in power boats.

In the past, it has been common practice, in power boats, to place theprime mover or engine substantially amidship with its central axisinclined downwardly and toward the stern of the boat, or rearwardly, ata suitable angle, for example, l0l5 and in axial alignment with thepropeller shaft which extends downwardly and rearwardly from a pointnear the rear end of the engine, within the hull of the boat, through asuitable stuffing box in the bottom of the boat, and terminating belowthe stern or rear portion of the boat.

A suitable screw or propeller is fixed to the rear end of the propellershaft. The ordinary marine drive such as set forth above furtherincludes a transmission fixed to the rear end of the engine to form anintegral part thereof and coupled with the propeller shaft. Thetransmission in such installations is a jaw or friction clutch typetransmission having forward, neutral and reverse positions.

In recent years, the trend in power or motor boat design has been towardthe establishment of high speed planing hulls as distinguished fromslow, displacement hull designs. It has been found that in high speedplaning hull designs, it is desirable and highly beneficial to place themass of the engine in the rear of the hull, above the planing surface.So arranging, the engine requires that a suitable drive means beprovided between the engine at the rear of the boat to the forward,inboard end of the propeller shaft, which must remain in sub stantiallythe same relationship with the hull as before and as set forth above. Tofacilitate arranging the engine in the rear, the art has developed whathave become known as marine V-drives. The ordinary marine V- drive is asimple gear box adapted to be mounted to or in the hull of a motor boatadjacent the forward end of the propeller shaft and has an upper,rearwardlyprojecting input shaft connected with a torque shaft extendingforwardly from the transmission of the engine, which engine is arrangedso that its drive shaft and transmission projects forwardly in the boat,and an output shaft projecting rearwardly and downwardly, in axialalignment with and connected to the forward end of the propeller shaft.The input shaft is normally horizontal and carries a helical gear, whilethe output shaft is in clined, as indicated above, and carries a helicalbevel gear.

The principal resistance in marine drives is afforded by the screw orpropeller. In a rear engine V-drive setupt, such as set forth above,additional resistance is afforded by the V-drive.

In the ordinary or conventional rear engine, V-drive set up, wherein thetransmission is fixed to and forms a part of the power plant at the rearof the boat, the forces and resistance encountered when operating thetransmission, that is, shifting it into and out of forward, neutral andreverse, are transmitted through the V-drive unit. Accordingly, suchunits must be made extremely stout and heavy.

Further, since the entire mass and resistance offered by the torqueshaft, V-drive, propeller shaft and propeller are at the output end ofthe transmission, the transmission in the ordinary V-drive set up, issubjected to a maximum of strains and stresses and must be stout andheavy.

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An object of the present invention is to provide a novel rear engineV-drive for motor boats.

It is an object of my invention to provide a novel drive of thecharacter referred to including a prime mover, a V-drive spacedforwardly of the prime mover and connected therewith by a torque shaft,a three position transmission at the output end of the V-drive, apropeller shaft connected with and extending rearwardly and downwardlyfrom the transmission and a propeller on the propeller shaft.

It is another object of my invention to provide a novel, unitary,combination marine drive and transmission.

A further object of the present invention is to provide a novel marinetransmission that is neat and compact and which is highly effective,rugged and durable.

The various objects and features of my invention will be fullyunderstood from the following detailed description of a typical form andapplication of my invention, throughout which description reference ismade to the accompanying drawings, in which:

FIG. 1 is a side elevational view of a motor boat with my new driverelated thereto;

FIG. 2 is a detail sectional view of my new V-drive transmission;

FIG. 3 is a sectional view taken as indicated by line 33 on FIG. 2;

FIG. 4 is a sectional view taken as indicated by line 4-4 on FIG. 1;

FIG. 5 is a sectional view taken as indicated by line 55 on FIG. 1;

FIG. 6 is a sectional view taken as indicated by line 6-6 on FIG. 1; and

FIG. 7 is a perspective view of my new construction.

The present invention has to do with a novel drive for power boats andincludes a novel V-drive transmission.

In FIGURE 1 of the drawings, I have shown a boat A with my new driverelated thereto.

The boat A is a typical hydroplaning hull having a bow It stern llll,bottom 1?; and sides 13.

The drive for the boat A includes an internal combustion engine or primemover B arranged in the stern or rear quarter of the boat with its driveshaft 14 projecting forwardly, a combination V-drive and transmission Carranged in the forward portion of the boat and having an upper,rearwardly-projecting input shaft 15 and a lower, downwardly andrearwardly-projecting output shaft 16, a torque shaft 17 between thedrive shaft 14 and the input shaft 15, a propeller shaft 18 connectedwith the output shaft 16 and extending downwardly and rearwardly througha stuffing box 19 in the bottom 12 of the boat and a propeller 2%) onthe rear end of the propeller shaft 18. The several shafts are connectedone to the other by suitable universal joints 21.

The engine B and the transmission C are suitably mounted and supportedon longitudinal stringers 22 in the hull.

The transmission C includes a primary housing 25 having upper and lowerportions X and Y. The upper portion X of the housing 25 has flat,vertically-disposed front and rear walls 2-5 and 27, vertical side walls28, which side walls are preferably provided with outwardly-projectingvertical radiating fins 29, and an open top The lower portion Y of thehousing 25 includes flat, upwardly and rearwardly-inclined front andrear walls 31 and 32, vertical side walls 33, which are provided withoutwardly-projecting radiating fins 34- and a rounded bottom wall 35.

In the preferred carrying out of the invention, the housing 25 isprovided with laterally outwardly-projecting, horizontally disposedmounting flanges 36 at its sides,

3,1 egos? 3 at the point of joiner between the upper and lower portionsX and Y thereof.

The open top 30 of the upper portion X of the housing 25 is closed by asuitable cover 37, which cover is provided with a suitable water jacket38 which projects into the upper portion of the housing a limited extentand is supplied with water coolant through suitable inlet and outletports 39 and 4%). The cover 37 is also provided with a suitable ventvalve 41 which communicates with the interior of the housing.

The inlet port 39 is connected with the discharge side of the water pumpof the engine B and the outlet port do is connected with the engineblades. In the preferred carrying out of the invention when the engineis a V-type engine, I provide two outlet ports 40, each of which isconnected with one bank of the engine. With this combination andrelationship of parts, the jacket 38 of the cover serves as a flowequalizing manifold for the water delivered to the engine.

The cover 37, like the side walls of the housing, is provided withoutwardly-projecting radiating fins 4?. and is secured to the top of thehousing by suitable screw fasteners. In practice, the cover 37, beingwater jacketed can be formed of bronze so as to resist corrosion.

The front and rear walls 26 and 27 of the upper portion X and 31 and 32of the lower portion Y of the housing have axially aligned bearingreceiving openings 45 and do, and 47 and 4-8, respectively.

The housing 25 is preferably formed by casting and is provided withsuitable bosses and/or enlargements where required to reinforce it andto adapt it to accommodate the bearings, fasteners and other parts and/or features of the construction.

Each of the several bearing openings referred to above is provided witha suitable anti-friction bearing D, having an outer race ring 59 engagedwith the wall of the opening, an inner annular nace ring 51 adapted tocooperatively receive a portion of a shaft and a pair of annular rows ofball bearings 52 between the races. The bearing openings 45, 46 and 47are closed by suitable keeper plates 53 fixed to the Walls of thehousing related thereto, by means of suitable bolt-type fasteners 54.The plates 53 serve to maintain the hearings in their related openingsand against axially outward displacement.

The bearing D in the opening 4% in the rear wall of the lower portion Yof the housing is held against axial rearward displacement by a suitablekeeper ring 55 secured to the rear surface of the rear wall by fastenersas.

The input shaft 15' of the transmission C has a forward portion 57engaged in and extending between the bearings D in the openings 45 and46 in the housing and a rear portion 58 projecting rearwardly from theforward tion X of the housing, between the front and rear walls thereofand is suitably keyed thereto.

A suitable helical input gear of is engaged on the inner portion 57 ofthe shaft 15 to occur within the upper portion X of the housing, betweenthe front and rear walls thereof and is suitably keyed thereto.

The shaft 15 is provided with a spacer enlargement 61 to occur betweenthe gear 66 and the bearing D in the opening 45 and carries an annularspacer ring 62 to occur between the gear 60 and the bearing D in theopening 46.

A suitable oil seal 63 is provided in the opening 59 to seal between therear portion of the shaft where it projects from within the housing.

A driven shaft 65 having a forward portion and a rear portion isarranged in the lower portion Y of the housing 25 with its forwardportion engaged in and extending between the bearings D in the openings47 and 43.

The shaft es carries a helical bevel gear 66, which gear cooperativelyengages the gear 6% in the upper portion of the housing and which issuitably keyed to the shaft es.

The shaft 65 like the shaft 15 has a spacer enlargement 67 which occursbetween the bearing D in the opening 47 and the gear as and a spacerring 68 which occurs between the bearing D in the opening 48 and thegear.

The rear portion of the shaft es projects freely from the rear wall 32of the lower portion Y of the primary housing 25.

The transmission C further includes a secondary housing 79 which housingis fixed to and projects rearwardly from the rear wall 32 of the lowerportion Y of t e primary housing 25.

The secondary housing 7% supports and carries the reverse gear mechanismas will hereinafter be described.

The housing 7t? has substantially fiat top, bottom and side walls 71, 72and 73, an open front end 74 and a rear wall 75.

The front end of the housing is provided with an outwardly-projectingmounting flange 76 about its perimeter which flange abuts and is securedto the rear wall 32 of the housing 25 by suitable bolt-type fasteners77.

One side wall 73 is provided with a round access opening 753 closed by aplate 7), fixed to said side wall by means of fasteners The other sidewall 73 has an opening 81 closed by a plate 82, which plate is fixed tothe said side wall by fasteners 83.

The rear wall 75 is provided with a rearwardly-projecting,forwardly-opening cup-like projection 84 having a centralshaft-receiving opening 85 and defining a forwardly-opening bearingreceiving socket 36.

The rear portion of the drive shaft 65 projects freely into thesecondary housing 7t and carries a primary or forward drive helicalbevel gear 37. The bevel gear 87 is keyed t0 the shaft 65 and isretained thereon, in engagement with the bearing D in the opening 48 ofthe primary housing, by means of a snap ring 88.

The output shaft 16 is in axial alignment With the shaft 65 and has aninner, splined forward portion 89 extending longitudinally in thesecondary housing 76 and a straight, rear portion 9th of reduceddiameter extending through the opening $5 in the projection $4 on therear wall 75. The rear portion 9-0 of the shaft is rotatably supportedin the housing 74? by means of an anti-friction ball bearing 91 engagedin the bearing socket S6 and seated on the bottom thereof. The rear endof the forward splined portion 89 of the shaft 16 establishes a shoulderwhich butts and stops against the bearing 91.

Arranged within the bearing socket 86, forward of the bearing 91 is ananti-friction needle bearing f2. A spacer 92' is arranged between thebearings 91 and 92.

Arranged in the rear portion of the housing 70 is an annularforwardly-disposed secondary or reverse helical bevel gear 93. Thereverse bevel gear 93 is engaged about the shaft 16 with runningclearance and has a rearwardlyprojecting tubular extension 94 engaged inand rotatably supported by the bearing 92, in the socket 36.

A suitable thrust bearing 5 is arranged between the gear 93 and the rearwall 75.

The forward end of the forward portion so of the shaft 15 is providedwith a spindle $6 of reduced diameter which spindle projects into asocket in the rear end of the drive shaft 65 and is rotatably supportedtherein by a suitable anti-friction pilot bearing 97.

A thrust bearing 93 is engaged about the spindle 96 to occur between theopposing ends of the shaft 65 and 16.

Arranged within the housing 70 is an idler bevel gear 1%, which gear ison a horizontal axis intersecting the axis of the shaft 16 and is indriven and driving engagement with the forward and reverse bevel gears87 and 93. The gear 1% is rotatably supported by an antifriction ballbearing ltll engaged on an inwardly-projecting spindle M2 on the plate79, closing the access opening 73 at one side of the housing 7h.

The bearing fill has an inner race 1% retained on the spindle M2 bymeans of a snap ring 1134 and an outer race M5 seated in a central,laterally, outwardly-opening socket res in the gear.

The rear end or face of the forward bevel gear 87 and the front end orface of the rear bevel gear 93 are provided with axiallyoutwardly-opening arcuate recesses 107 having fiat bottom Walls 168 androunded end walls 109. In the case illustnated, the recesses 1%? havearcuate outer walls 1111 and are open, radially inwardly.

Each gear 87 and $3 have two recesses 107, each exten ing about 90 aboutthe axis of their respective gears and at diametrically opposite sidesof the axes of said gears.

Slidably engaged on the splined forward portion $9 of the output shaft16, between the gears 87 and 93, is a carriage 111 with flat forwardlyand rearwardly-disposed ends 112 and a centralradially-outwardly-opening annular groove 113.

The forwardly-disposed end of the carriage is provided with a pair ofaxially-outwardly-projecting cylindrical dogs 114 which dogs occur atdiametrically opposite sides of the central axis of the carriage, areequal in longitudinal extent with the depth of the recesses 167 in thegear 87 and equal in radial extent with the radii of the end walls 1% ofthe recesses 1117.

The rearwardly-disposed end of the carriage is provided with a pair ofaxially outwardly-projecting cylindrical dogs 115 which dogs occur atdiametrically opposite sides of the central axis of the carriage, areequal in longitudinal extent with the depth of the recesses 107 in thegear 93 and equal in radial extent with the radii of the end walls 169in the recesses 107.

The carriage normally occurs in a neutral position midway between thegears 87 and Q3 where the dogs 11 and 115 are disengaged from and clearof the recesses 1517 in their related gears and is shiftable forwardlyand rearwardly to positions where the ends of the carriage butt againstthe opposing end faces of the gears related thereto and where the dogenter the recesses in said related gears and stop and seat against theend walls 199 of the recesses to establish driving engagement betweenthe shaft 16 and the gears.

When the carriage is shifted forwardly into engagement with the forwardbevel gear and the dogs 14 enter and seat in the grooves 1117 therein,direct drive is established between the driven shaft 65 and the outputshaft 16.

When the carriage is shifted rearwardly into engagement with the reversebevel gear 93, and the dogs 15 enter and seat in the recesses 1117therein, driving engagement is established between the reverse gear 93and the shaft 16, driving or rotating the shaft 16 in a reversedirection from the driven shaft 65.

A suitable manually operable shifting means S is provided to selectivelyshift the carriage from its normal or neutral position, forwardly andrearwardly into and out of driving engagement with the gears 87 and 93.

The means S includes a substantially semicircular yoke 120 engaged inand about the annular groove 113 in the carriage, a shift crank 121carried by the plate 82 closing the lateral opening 81 in the housing7t? and an operating lever 122 carried by the crank at the exterior ofthe construction.

The yoke 120 has a laterally-outwardly-projecting pin 123. The shiftcrank 121 has a horizontally disposed shaft 124 rotatably engaged in andprojecting through a tubular boss 125 at the upper portion of the plate82 and a normally vertically-disposed arm 126 depending from the innerend of the shaft 124 and provided with an opening 127 at its lower endin which the pin 123 on the yoke is slidably engaged.

The lever 122 is a simple elongate arm having an opening 128 at one endto receive the outer end of the shaft 124 and an opening 129 at itsother end to facilitate connecting the lever with suitable operatinglinkage, as circumstances require.

The end of the lever in which the opening 28 occurs is split and asuitable clamp screw 12% is provided to facilitate clamping the leverinto tight engagement on the shaft 12.4.

The means S further includes suitable orienting means, which meansincludes three circumferentially spaced detents 13 1? in the upper endof the arm 126, which is cylindrical or rounded, and a spring-loadedball 131 carried by the top wall of the housing 711 and engageable inthe detents. The ball 131 is shown carried by a suitable bolttype cup132 threadedly engaged in an opening 133 in the housing and maintainedin fixed vertical position therein by a suitable lock nut 134.

The yoke is adapted to establish bearing engagement with the sides ofthe annular groove 113 in the carriage and is so-shaped as to allow forlimited vertical shifting relative to the yoke, as it is shifted throughor with the loci of travel of the lower end of the crank arm.

With the means S set forth above, it will be apparent that theconstruction can be easily and conveniently shifted from one position toanother and that it is suitably retained in any selected position by thedetent means.

From the foregoing, it will be apparent that with the transmission atthe output end of the V-drive and connected directly to the propellershaft, the resistance afforded by the propeller shaft is transmitteddirectly into and through the transmission.

Further, the V-drive is driven constantly in one direction and is notstarted, stopped and reversed upon operation of the transmission as inthe case of other drives of the general character referred to. Thismakes possible the employment of superior, quieter and smoother geardesign.

Still further, the transmission, upon being operated is not required tostop and start the running parts of the V-drive and the torque shaft.

With the construction provided, the transmission, being at the lower endof the V-drive, the center of gravity of the construction is lower thanin other similar drives and results in a more stable installation.

Since the transmission only has to handle the weight and resistance ofthe propeller shaft and propeller, less shock, vibration and noise isgenerated and transmitted into and through the boat.

Having described a typical preferred form and application of myinvention, I do not wish to be limited or restricted to the specificdetails herein set forth, but wish to reserve to myself anymodifications or variations that may appear to those skilled in the artand fall within the scope of the following claims:

Having described my invention, I claim:

1. For use in a boat with a forwardly and upwardly inclined propellershaft and an engine above the propeller shaft with its drive shaftextending horizontally and projecting rearwardly, a marine V drivetransmission including a primary housing, an upper horizontal inputshaft rotatably carried by the housing and projecting rearwardlytherefrom to connect with the drive shaft, a lower, downwardly andrerawardly inclined driven shaft rotatably carried by the primaryhousing and having a rear portion with a central rearwardly openingpilot-bearing receiving socket projecting rearwardly from the primaryhousing, and meshed gears on the input and drive shafts within theprimary housing and establishing driving engagement therebetween, asecondary housing fixed to and projecting rearwardly and downwardly fromthe lower portion of the primary housing to receive the rear portion ofa driven shaft and having an output shaft receiving opening in its rearend concentric with the driven shaft and a bearing receiving socket inits rear end, an anti-friction pilot bearing in the socket in the rearend of the driven shaft, an anti-friction shaft bearing in the socket inthe secondary housing, an elongate output shaft extending axiallythrough and projecting rearwardly from the secondary housing to connectwith the propeller shaft and rotatably supported by said pilot and shaftbearings, a forward bevel gear with rearwardly opening dog receivingreamass? cesses fixed to the rear portion of the driven shaft within thesecondary housing, a second anti-friction bearing in said socket in therear end of the secondary housing, a rear bevel gear rotatably supportedby said second bearing and having a central opening freely receiving theoutput shaft, an idler gear rotatably supported in fixed position withinthe secondary housing at one side thereof on an axis normal to the axisof the output shaft and engaged with the bevel gears, a carriage withforwardly and rearwardly projecting dogs in splined engagement on theoutput shaft between the forward and rear bevel gears and shiftableaxially thereon to selectively shift the dogs into and out of engagementin the recesses in the bevel gear, and manually operable shifting meansto shift the carriage.

2. For use in a boat with a forwardly and upwardly inclined propellershaft and an engine above the propeller shaft with its drive shaftextending horizontally and projecting rearwardly, a marine V drivetransmission including a primary housing, an upper horizontal inputshaft rotatably carried by the housing and projecting rearwardlytherefrom to connect with the drive shaft, a lower, downwardly andrearwardly inclined driven shaft rotatably carried by the primaryhousing and having a rear portion with a central rearwardly openingpilot-bearing receiving socket projecting rearwardly from the primaryhousing, and meshed gears on the input and drive shafts within theprimary housing and establishing driving engagement therebetween, asecondary housing fixed to and projecting rearwardly and downwardly fromthe lower portion of the primary housing to receive the rear portion ofa driven shaft and having an output shaft receiving opening in its rearend concentric with the driven shaft and a bearing receiving socket inits rear end, an antifriction pilot bearing in the socket in the rearend of the driven shaft, an anti-friction shaft bearing the socket inthe secondary housing, an elongate output shaft extending axiallythrough and projecting rearwardly from the secondary housing to connectwith the propeller shaft and rotatably supported by said pilot and shaftbearings, a forward bevel gear with rearwardly opening dog receivingrecesses fixed to the rear portion of the driven shaft within thesecondary housing, a second anti-friction bearing in said socket in therear end of the secondary housing, a rear bevel gear rotatably supportedby said second bearing and having a central opening freely receiving theoutput shaft, an idler gear rotatably supported in fixed position withinthe secondary housing at one side thereof on an axis normal to the axisof the output shaft and engaged with the bevel gears, a carriage withforwardly and rearwardly projecting dogs in splined engagement on theoutput shaft between the forward and rear bevel gears and shiftableaxially thereon to selectively shift the dogs into and out of engagementin the recesses in the bevel gear, and manually operable shifting meansto shift the carriage, including a semicircular yoke slidably engaged inan annular radially outwardly opening groove in the carriage, a crankhaving a shaft rotatably supported by and projecting through a wall ofthe secondary housing, and a laterally projecting arm at one end thereofto occur within the housing and pivotally connected with the yoke, anoperating lever fixed to the other end of the shaft and accessible atthe exterior of the housing.

3. For use in a boat with a forwardly and upwardly inclined propellershaft and an engine above the propeller shaft with its drive shaftextending horizontally and projecting rearwardly, a marine V drivetransmission including a primary housing, an upper horizontal inputshaft rotatably carried by the housing and projecting rearwardlytherefrom to connect with the drive shaft, a lower, downwardly andrearwardly inclined driven shaft rotatably carried by the primaryhousing and having a rear portion with a central rearwardly openingpilot-bearing receiving socket projecting rearwardly from the primaryhousing, and meshed gears on the input and drive shafts within theprimary housing and establishing driving engagement therebetween, asecondary housing fixed to and projecting rearwardly and downwardly fromthe lower portion of the primary housing to receive the rear portion ofa driven shaft and having an output shaft receiving opening in its rearend concentric with the driven shaft and a bearing receiving socket inits rear end, an anti-friction pilot bearing in the socket in the rearend of the driven shaft, an anti-friction shaft bearing the socket inthe secondary housing, an elongate output shaft extending axiallythrough and projecting rearwardly from the secondary housing to connectwith the propeller shaft and rotatably supported by said pilot and shaftbearings, a forward bevel gear with rearwardly opening dog receivingrecesses fixed to the rear portion of the driven shaft within thesecondary housing, a second anti-friction bearing in said socket in therear end of the secondary housing, a rear bevel gear rotatably supportedby said second bearing and having a central opening freely receiving theoutput shaft, an idler gear rotatably supported in fixed position withinthe secondary housing at one side thereof on an axis normal to the axisof the output shaft and engaged with the bevel gears, a carriage withforwardly and rearwardly projecting dogs in splined engagement on theoutput shaft between the forward and rear bevel gears and shiftableaxially thereon to selectively shift the dogs into and out of engagementin the recesses in the bevel gear, and manually operable shifting meansto shift the carriage, including a semicircular yoke slidably engaged inan annular radially outwardly opening groove in the carriage, a crankhaving a shaft rotatably supported by and projecting through a wall ofthe secondary housing, and a laterally projecting arm at one end thereofto occur within the housing and pivotally connected with the yok anoperating lever fixed to the other end of the shaft and accessible atthe exterior of the housing, an orienting means related to the crank andadapted to releasably hold said crank in forward, neutral and reversepositions, said orienting means including a radially outwardly disposedsemi-circular surface on the crank arm concentric with the shaft, threecircumferentially spaced radially outwardly opening detents in saidsemi-circular surface, and a spring loaded ball stop carried by thesecondary housing and engageable in said detents.

4. For use in a boat with a forwardly and outwardly inclined propellershaft and an engine above the propeller shaft with its drive shaftextending horizontally and projecting forwardly, a marine V drivetransmission including, an elongate primary housing with a verticallydisposed upwardly opening upper portion with axially aligned front andrear bearing openings, a forwardly and downwardly inclined lower portionwith front and rear axially aligned bearing openings, a cover engaged onand closing the top of the upper portion, an antifriction bearing ineach of said bearing openings, an input shaft with a drive gear arrangedin the upper portion of the primary housing and rotatably supported inthe bearings in the upper portion of the primary housing and projectingrearwardly therefrom, means on the rear end of the input shaft toconnect said shaft with the engirie drive shaft, a downwardly andrearwardly inclined driven shaft with a bevel gear thereon arranged inthe lower portion of the primary housing and rotatably supported in thebearings in the lower portion of the primary housing, said driven shafthaving a rear end portion with a rearwardly opening pilot bearing socketprojecting rearwardly from the primary housing, said bevel gear beingengaged with the drive gear, a secondary housing fixed to and projectingrearwardly from the lower portion of the primary housing to receive therear portion of the driven shaft and having an output shaft receivingopening in its rear end concentric with the driven shaft and abearing-receiving socket in its rear end, an antifriction pilot bearingin the rear end of the driven shaft,

an anti-friction shaft bearing in the socket in the rear of thesecondary housing, an elongate output shaft extending axially throughand projecting rearwardly from the secondary housing to connect with thepropeller shaft and rotatably supported by said shaft bearing and havinga forwardly projecting spindle engaged in and rotatably supported bysaid pilot bearing, a thrust bearing engaged about said spindle andbetween the adjacent ends of the driven and output shafts, a forwardbevel gear with rearwardly opening arcuate dog receiving recesses havingaxially extending side walls fixed to the rear end portion of the drivenshaft within the secondary housing, a second anti-friction bearing inthe said socket in the rear end of the secondary housing, a rear bevelgear rotatably supported by said second bearing and having a centralopening freely receiving the output shaft, an idler gear rotatablysupported in fixed position within the secondary housing at one sidethereof on an axis normal to the axis of the output shaft and engagedwith the bevel gears, an elongate carriage with circumferentially spacedforwardly and rearwardly projecting dogs in splined engagement on theoutput shaft between the forward and rear bevel gears and shiftableaxially to selectively shift the dogs into and out of engagement in therecesses in the bevel gears, and manually operable shifting means toselectively shift the carriage into and out of engagement with the bevelgears.

5. For use in a boat with a forwardly and outwardly inclined propellershaft and an engine above the propeller shaft with its drive shaftextending horizontally and projecting forwardly, a marine V drivetransmission including, an elongate primary housing with a verticallydisposed upwardly opening upper portion with axially aligned front andrear bearing openings, a forwardly and downwardly inclined lower portionwith front and rear axially aligned bearing openings, a cover engaged onand closing the top of the upper portion, an antifriction bearing ineach of said bearing openings, an input shaft with a drive gear arrangedin the upper portion of the primary housing and rotatably supported inthe bearings in the upper portion of the primary housing and projectingrearwardly therefrom, means on the rear end of the input shaft toconnect said shaft with the engine drive shaft, a downwardly andrearwardly inclined driven shaft with a bevel gear thereon arranged inthe lower portion of the primary housing and rotatably supported in thehearings in the lower portion of the primary housing, said driven shafthaving a rear end portion with a rearwardly opening pilot bearing socketprojecting rearwardly from the primary housing, a secondary housingfixed to and projecting rearwardly from the lower portion of the primaryhousing to receive the rear portion of the driven shaft and having anoutput shaft receiving opening in its rear end concentric with thedriven shaft and a bearing-receiving socket in its rear end, ananti-friction pilot bearing in the rear end of the driven shaft, anantifriction shaft bearing in the socket in the rear of the secondaryhousing, an elongate output shaft extending axially through andprojecting rearwardly from the secondary housing to connect with thepropeller shaft and rotatably supported by said shaft bearing and havinga forwardly projecting spindle engaged in and rotatably supported bysaid pilot bearing, a thrust bearing engaged about said spindle andbetween the adjacent ends of the driven and output shafts, a forwardbevel gear with rearwardly opening arcuate dog receiving recesses havingaxially extending side walls fixed to the rear end portion of the drivenshaft within the secondary housing, a second anti-friction bearing inthe said socket in the rear end of the secondary housing, a rear bevelgear rotatably supported by said second bearing and having a centralopening freely receiving the output shaft, an idler gear rotatablysupported in fixed position within the secondary housing at one sidethereof on an axis normal to the axis of the output shaft and engagedwith the bevel gears, an

7 1h elongate carriage With circumferentially spaced forwardly andrearwardly projecting dogs in splined engagement on the output shaftbetween the forward and rear bevel gears and shiftable axially toselectively shift the dogs.

into and out of engagement in the recesses in the bevel gears, andmanually operable shifting means to selectively shift the carriage intoand out of engagement with the bevel gears, said shifting meansincluding a semi-circular yoke slidably engaged in and about an annularradially outwardly opening groove in the carriage and having a radiallyoutwardly projecting pivot pin, a crank having a shaft rotatablysupported by and projecting through the secondary housing, and alaterally projecting arm at one end thereof to occur within thesecondary housing and pivotally engaged on the outwardly projecting pinon the yoke, an operating lever fixed to the other end of the shaft andaccessible at the exterior of the housing, and an orienting meansrelating to the crank and adapted to releasably hold said crank inforward, neutral and reverse positions.

6. For use in a boat with a forwardly and outwardly inclined propellershaft and an engine above the propeller shaft wtih its drive shaftextending horizontally and projecting forwardly, a marine V drivetransmission including, an elongate primary housing with a verticallydisposed upwardly opening upper portion with axially aligned front andrear bearing openings, a rearwardly and downwardly inclined lowerportion with front and rear axially aligned bearing openings, a coverengaged on and closing the top of the upper portion, an antifrictionbearing in each of said bearing openings, an input shaft with a drivegear arranged in the upper portion of the primary housing and rotatablysupported in the hearings in the upper portion of the primary housingand projecting rearwardly therefrom, means on the rear end of the inputshaft to connect said shaft with the engine drive shaft, a downwardlyand rearwardly inclined driven shaft with a bevel gear thereon arrangedin the lower portion of the primary housing and rotatably supported inthe hearings in the lower portion of the primary housing, said drivenshaft having a rear end portion with a rearwardly opening pilot bearingsocket projecting rearwardly from the primary housing, a secondaryhousing fixed to and projecting rearwardly from the lower portion of theprimary housing to receive the rear portion of the driven shaft andhaving an output shaft receiving opening in its rear end concentric withthe driven shaft and a hearing-receiving socket in its rear end, anantifriction pilot bearing in the rear end of the driven shaft, anantifriction shaft bearing in the socket in the rear of the secondaryhousing, an elongate output shaft extending axially through andprojecting rearwardly from the secondary housing to connect with thepropeller shaft and rotatably supported by said shaft bearing and havinga forwardly projecting spindle engaged in and rotatably supported bysaid pilot bearing, a thrust bearing engaged about said spindle andbetween the adjacent ends of the driven and output shafts, a forwardbevel gear with rearwardly opening arcuate dog receiving recesses havingaxially extending side walls fixed to the rear end portion of the drivenshaft within the secondary housing, a second anti-friction bearing inthe said socket in the rear end of the secondary housing, a rear bevelgear rotatably supported by said second bearing and having a centralopening freely receiving the output shaft, an idler gear rotatablysupported in fixed position within the secondary housing at one sidethereof on an axis normal to the axis of the output shaft and engagedwith the bevel gears, an elongate carriage with circumferentially spacedforwardly and rearwardly projecting dogs in splined engagement on theoutput shaft between the forward and rear bevel gears and shiftableaxially to selectively shift the dogs into and out of engagement in therecesses in the bevel gears, and manually operable shifting means toselectively shift the carriage into and out of engagement with the ll.bevel gears, said shifting means including a semi-circular yoke slidablyengaged in and about an annular radially outwardly opening groove in thecarriage and having a radially outwardly projecting pivot pin, a crankhaving a shaft rotatably supported by and projecting through thesecondary housing, and a laterally projecting arm at one end thereof tooccur within the secondary housing and pivotally engaged on theoutwardly projecting pin on the yoke, an operating lever fixed to theother end of the shaft and accessible at the exterior of the housing,and orienting means relating to the crank and adapted to 'releasablyhold said crank in forward, neutral and reverse positions, saidorienting means including a radially outwardly disposed semi-circularsurface on the crank arm References Cited in the file of this patentUNITED STATES PATENTS 1,548,917 Vincent Aug. 11, 1925 2,130,125 FrommSept. 13, 1938 2,538,933 Coan Jan. 23, 1951 2,751,799 Long June 26, 19562,859,634 Walter Nov. 11, 1958

1. FOR USE IN A BOAT WITH A FORWARDLY AND UPWARDLY INCLINED PROPELLERSHAFT AND AN ENGINE ABOVE THE PROPELLER SHAFT WITH ITS DRIVE SHAFTEXTENDING HORIZONTALLY AND PROJECTING REARWARDLY, A MARINE V DRIVETRANSMISSION INCLUDING A PRIMARY HOUSING, AN UPPER HORIZONTAL INPUTSHAFT ROTATABLY CARRIED BY THE HOUSING AND PROJECTING REARWARDLYTHEREFROM TO CONNECT WITH THE DRIVE SHAFT, A LOWER, DOWNWARDLY ANDRERAWARDLY INCLINED DRIVEN SHAFT ROTATABLY CARRIED BY THE PRIMARYHOUSING AND HAVING A REAR PORTION WITH A CENTRAL REARWARDLY OPENINGPILOT-BEARING RECEIVING SOCKET PROJECTING REARWARDLY FROM THE PRIMARYHOUSING, AND MESHED GEARS ON THE INPUT AND DRIVE SHAFTS WITHIN THEPRIMARY HOUSING AND ESTABLISHING DRIVING ENGAGEMENT THEREBETWEEN, ASECONDARY HOUSING FIXED TO AND PROJECTING REARWARDLY AND DOWNWARDLY FROMTHE LOWER PORTION OF THE PRIMARY HOUSING TO RECEIVE THE REAR PORTION OFA DRIVEN SHAFT AND HAVING AN OUTPUT SHAFT RECEIVING OPENING IN ITS REAREND CONCENTRIC WITH THE DRIVEN SHAFT AND A BEARING RECEIVING SOCKET INITS REAR END, AN ANTI-FRICTION PILOT BEARING IN THE SOCKET IN THE REAREND OF THE DRIVEN SHAFT, AN ANTI-FRICTION SHAFT BEARING IN THE SOCKET INTHE SECONDARY HOUSING, AN ELONGATE OUTPUT SHAFT EXTENDING AXIALLYTHROUGH AND PROJECTING REARWARDLY FROM THE SECONDARY HOUSING TO CONNECTWITH THE PROPELLER SHAFT AND ROTATABLY SUPPORTED BY SAID PILOT AND SHAFTBEARINGS, A FORWARD BEVEL GEAR WITH REARWARDLY OPENING DOG RECEIVINGRECESSES FIXED TO THE REAR PORTION OF THE DRIVEN SHAFT WITHIN THESECONDARY HOUSING, A SECOND ANTI-FRICTION BEARING IN SAID SOCKET IN THEREAR END OF THE SECONDARY HOUSING, A REAR BEVEL GEAR ROTATABLY SUPPORTEDBY SAID SECOND BEARING AND HAVING A CENTRAL OPENING FREELY RECEIVING THEOUTPUT SHAFT, AN IDLER GEAR ROTATABLY SUPPORTED IN FIXED POSITION WITHINTHE SECONDARY HOUSING AT ONE SIDE THEREOF ON AN AXIS NORMAL TO THE AXISOF THE OUTPUT SHAFT AND ENGAGED WITH THE BEVEL GEARS, A CARRIAGE WITHFORWARDLY AND REARWARDLY PROJECTING DOGS IN SPLINED ENGAGEMENT ON THEOUTPUT SHAFT BETWEEN THE FORWARD AND REAR BEVEL GEARS AND SHIFTABLEAXIALLY THEREON TO SELECTIVELY SHIFT THE DOGS INTO AND OUT OF ENGAGEMENTIN THE RECESSES IN THE BEVEL GEAR, AND MANUALLY OPERABLE SHIFTING MEANSTO SHIFT THE CARRIAGE.